Driving mechanism



- 1937- I R. Pr LANSING 2,093,324

v DRIVING MECHANISM Filed April 21 1953" I N V EN TOR. Ra 'ymond F L ans/b7 Patented Sept. 14, 1937 2,093,324 I n'arvmc MECHA ISM" Raymond P. Lansing', Montclair, N. J., assignor,

by inesne assignments, to Eclipse Aviation Corporation,r East Orange, N. J., a corporation of I v 1 Application April zl, 1933, Serial No. 667,298

t This invention relates v in driving 'mechanism and more particularly tomeans'for yieldably 'coupling a driving and driven member.

An object of the present invention is to provide adriving mechanism in which novel means ..5 are' employed for effecting a friction driving connection of limited torque capacity between-the driving and driven members. 1

Another object of the inventionis to provide a friction clutch mechanism in-which novel-means are employed to regulate the torque capacity and to control the initial engagement of the clutch in such a manner as to provide agradual assumption of the load as the drivingelement is accelerated from zero to normal speed.

i 15. Another object of the invention is to provide a friction clutchmechanism of the foregoing char- .acter wherein any tendency'for the torque capacity of the clutch to vary during operation will automatically produce a counteracting .tendency operatingE-to restore the parts to'theirnormal relative positions.

The friction clutch mechanism herein-disclosedis particularly well suited-for controlling the transmission of power from an internal combustion engine to an. engine driven accessory such as-a generator, and when so used operates to maintain a definite relation between the speed at which the generator is driven and the torque transmitting capacity of the friction elements; butit is to be understood that the invention is not restricted in its application to a mechanism of the kind just referred'to, as, will be obvious from an examination of the following specification thatthe device can be .used to advantage in other forms of drive wherein automatic regulation'of torque transmitting capacity is desirable. These and other objects and advantages to be derived from the use of the invention herein disclosed will become apparent upon an inspection of the following specification, reference being had to the accompanying drawing, wherein the preferred embodiment of the invention is disclosed. It is to be understood, however, that the drawing is for the purpose of. illustration only, and is not designed as a definition of the limits of the invention, reference being had for such purpose to the appended claim.

In the drawing, Fig. 1 is a longitudinal sectional view of the device embodying the invention;

Fig. 2 is a transverse view partly in section taken along the line 2-2 of Fig. 1;

Fig. dis a fragmentary view in elevation showing a portion of the device; and 5 Fig. 4 is a fragmentary sectional view showing type, wherein the friction elements include a plurality of (as shown, two); driving discs 6 and I portion N5 of the said shaft..

larger than that of the reduced end ;|6 of the the clutch setting under normal. rurming conditions. r

In the'drawing, themechanism is shown embodied-in a drivingmechanism of the friction preferably of metallic material; and a driverr'element preferably in the form of aplurality of segments or blocks B-of carbon or equivalent friction material, suitably embedded at angular-1y 1O spaced positions near the periphery of 'a third:

disc 9, intermediate the discs 6 and I, and having splined engagement with splines ll provided on the portion 12 of the generator shaft'il-which lies between the: flange and-the-reduced 'end 15 As shown; the driving-discs 6 and 1 are sepa- I rated bysprings l8, and have splined engagement with: longitudinal grooves of splines 19 formed on the inner surface of-acup-shaped. driving element 2| having a centrally disposed hubpor, 0

tion 22 the inner. surfacejof, which surrounds the driven shaft and is integral with an extend ing portion 23 having suitable splines or teeth 24 adapted to be engaged'by a correspondingly formed portion of the engine crankshaft or some element associated therewith.

The extending portion 23.iof the drivingelement is centrally bored. to a diameter somewhat driven shaft, thus permitting thev provision of a friction reducing; sleeve 2-1 which facilitates relative rotation between the, elements 23 and i6 and permits the formerlto act as a support for" one end of'the driven shaft I3., The intermediate portion of the driv en shaft is supported by sleeve. and ball bearings designated by reference characters 3| and 32 respectively, the said bearings being seated in the hub portion, of a transversely disposed end portion 34 of the generator housing 36. 40

As shown, the housing 36 has an outwardly extending flange 31 adapted to register with a similar flange 38 provided on the cup-shaped casing 39 which encloses the driving mechanism. If desired, the housing .39 may haveassociated therewith a packing 4| contacting the periphery of the hub portion 22of. the driving element and thus preventing entry of dust or.

foreign matter into the casing.

The speed responsive means operating to con- 50 V bearingblocks oiears s1 constituting integral, extensions of the cup-shaped driving member Ii and provided onsaid element II at angularly spaced intervals at equai distance'from its hub' 75 22. Extending through openings I. in the cup Ii c are pins or studs ll corresponding in number and anguiariyspacing to the number and snac- -ing-.of weights ,the'saidstuds being suitably embedded as indicated at II, in a disc ll en- 10 closed between cup 2| and the first friction element I, the latter being yieldinsiymaintained incontact with the disc II by the actio of the compression springs llflPi-eierably il are held in angularly relation by's'nitable l5 positioning studs I! embedded in friction driving element 6 at equal points thereon equidistant from the center thereof. A corresponding nuns ber of compression springs ll of larger diameter and greater strength are'similarly held'byposi- 5 so tioning studs ,0: providedatequally spaced intervals equidistant from the center of an adiusting nut 68, having 'arim Q4,. internally threaded to 7 engage corresponding threads 8. formed the g endportion of the outer-surface of the cup 1i 26' and thus providing means for regulating the de gree otpressure'exerted bygthe springs II to .maintain the pressure plate "contacted at all "times with one side of; the friction disc I, the, said I I pressure plate It being engageabie with an abut-s v so ment 1i constituted by counter-boring the cup -2i fora suitable distance'is i Preferably the-strength and settingof springs Ills-such thatthe pressure plate II is normally heidin engagement with the abutment 1i. and- 35 thus resists leftward (a'sviewedin Fig.1) movement=oi the driving discl,.-even aiterthe other friction elements I and I: have been inovedinto .conta'ct vtherewith by the pressure which the swinging weights exert upon the studselizin 40 response to centrifugal force. In the event, how'- ever, of occasional speed fluctuations, or in the event of axchangein' the torque transmitting qualities of the frictionsurfaces themselves, the resulting slippage and consequent acceleration of '4 the driving element Ii produces an additional thrust upon the studs ll, thus overcoming the 1 pressure of the springs'j'il' to a'greatcr'or less degree, so that the latter yield correspondingly. thus permitting the pressure plate-ll to bemoved 50 away from the abutment 'H.,.'Ihis yielding is only temporary however; and'the'j i'csultant increased deflection of springs, 0 I causes them I to rebound toward plate as soon" as the tempo- I rary accelerating impulse recedes,-'and said 5 springs I again becomeleilective to restore plate II to its position oi contact with abutment "ll,

eliminate shock as muehlas poss'ib'le andthechitchpartsresinnethereiativepositiom indicated in Fig.4.

It willbeseenithereforathatthesprings'il exertacompenaatingeilecttendingtomaintain torque transmitting capacity oonstantnotwith- 5 standing fluctuation inthe ing the 0! M lli? that the friction discs s and I use oitbe blocks a gradually and ma suflcien ami 5,.

beat no time acoinpletereiease of -Wm theblocksfli andforanygivsn will continue to transmit a dsilnite'ccrrespoad IllIllementwith-ue of. said driving m m 14o for moving the other ofsaiddrivingplateslnto engagement with said saves Mater-but only after 1 an interval of preliminary "t,- the 1fiitment andalso-in isaid'abutment; and some. f at" 30 thereby indirectly revention whatever along at ieastansf-iaeeiorsaid clutch element during thestage of movementorsaid speedjresponsive means. i 5 r. t 

